Car-wall structure



Jan. 10, 1928.

C. 'D. BONSALL CAR WALL STRUCTURE Filed Aug. 6. 1924 [nvemfor D Bommfl dill rented Jeni it], 1928.

niurso STATES PATENT OFFICE li filillttddh YEH-UD'UGTS COMPANY, OF CHICAGO,

'i TilhItIt.

application filed August 6, 192-1, Serial No. 730,430, and in Canada May l teierence is had to the accompanying drawings, which illustrate the preferred; iorni oi the invention, though it is to be u1idcrstood that the invention is not limited to the exact details of construction shown and described, as it is obvious that variousmodifloat-ions thereof within the scope of the claims will occur to persons skilled in the art.

an invention has for its object to provide an all metal car construction of novel character which is unusually strong for its "iv and durable throughout, which may be conveniently and economically manufac tured and transported, is weatherproof and which possesses certain other desirable and udva eous ieatures to be hereinafter detcribed and claimed. My sheet metal Wall i-itructure is applicable to box, automobile, gondola, stock or any other type of railway car equipment.

'lthe ends of railway cars are subject to considerable stress due to the shifting of the lading. lhese blows are imparted to the end over the entire area thereof, or to local or concentrated thrust. Wheat is loaded to substantially the top of the car which causes all the blow to be imparted over the entire area oi the end. Lumber is loaded to the top and upon impact the top boards shift causing blow to be imparted at the top of the end. trland, chats and other plastic loads and light pipe cause blows at the middle oi the car, whereas rail, steel plates, castings and the like cause blows at the bottom of the car.

i ihile, of course, eilorts are made to block the lading in the ear, the heavy locomotives, the emergency airbrahe and the classification hump break the hiding away frorn its 1noorings and throw it against the end of the car.

lli rigid end to a car, and particularly a large boil car, materially strengthens the entire superstructure to resist the torsional and weaving movements which not only rack the car to pieces, but causes leaky roofs and inoperative and leaky doors with their consequent camage claims. As it costs as much to transport a ton of freight car as it does a ton oi ladin it imperative that the welght oi the car must be kept as low as possible, therefore, the end must be very light as well as strong. freight cars are frequently damaged in wrecks and by other unfair plate; 11 is the side wall of ILLINUIS, A CORPORATION 013 DELA onnwntr. srnocrone.

so, 192 i.

usage, any end will be damaged in service, therefore, it must be capable of being easily repaired with such meager facilities as the railroads are equipped with at their outlymg repair points.

In the drawings:

Fig. 1 shows an endelevation of a railway car with my invention applied thereon,

Fig. Q'isa section along line 2-2 of Fig. i.

Fig. 3 is the same as Fig. 2 except that some of the panels projectin different directions.

The usual parts oi? the car are shown wherein 1. the root; 2. the end sill; 3 the striking casting; t the push pole pocket and 5 the side walls oithe car. 'ilh e longitudinal side sills, side plates, girths, center sills, ridge pole, etc, are not illustrated, as they are immaterial to the invention. Numerals (i, 7 and 8 are the middle plate and the side plates respectively oi? a car end wall made in three pieces; however, an end wall may be made oi a single plate or oi any number of plates and still come within the scope oi? my invention.

Numeral 9 is the side wall ol a panel pressed from the main portion 10 oi? the a panel pressed from the elevated portion of the first mentioned panel and 12 is the side wall ot' a panel pressed from the elevated (or depressed) portion of the last mentioned panel. Margins 13 and 14. or 17-18 are then formed between the walls.

In order to conserve horizontal space it may be advisable to reverse the direction of some or the panels without din'iinishing the strength of the structure as an entirety. Suggestions along this line are shown in Fig. 3.

Experience has shown that the lower portion of the car end wall is bjected to greater and more frequent end thrusts than any other part thereof, therefore, it is essential that the part adjacent the floor oi? the car be stronger than any other part. To obtain this desired result I reduce the width of the margins Il516 adjacent the floor so that the walls at the lower edges oi the panels are nearer to the floor than if the margins at the sides and bottoms oi the panels were maintained the same width,

Experience has also shown that a car end wall must be stronger adjacent the longitu- "iii dinal center of the car than adjacent the side walls. I obtain this desired result by making the margins of the panels (13-14) in the middle plate (or plates) narrower than'the margins 1718 in the plates at the side thereof. Another expedient would be to make the panels in the middle sheet or sheets deeper than the panels in the sheets on either side thereof.

In order to strengthen the top portion of the end wall adjacent the roof of the car I make the panels in the middle plate longer than the panels in the side plates.

The panels in the middle plate are preferably not only longer than the panels in the side plate but have their top walls positioned obliquely, or 1n other words, substantially parallel to the slope of the roof.

This .is a continuation in part of my co pending application Serial No. 577,035, filed July 24, 1922, now Patent No. 1,543,416, dated June 23, 1925..

I claim:

1. A sheetmetal Wall structure for railway cars having a plurality of sheets connected along vertical lines, each sheet having a panel embossed within a panel so as to form margins at the sides and ends of said panels, the panels in the central sheet or sheets being deeper than the panels in the sheets on either side thereof.

2. A sheet metal wall structure for railway ears having a plurality of sheets connected along vertical lines, each sheet having a panel embossed within a panel so as to form margins at the sides and ends of said panels, the longest panel in. the central sheet or sheets being longer than any panel in the sheets on either side thereof.

3. A sheet metal wall structure for railway cars having a plurality of sheets connected along vertical lines, eaeh sheet having a panel embossed within a panel so as to form margins at the sides and ends of said panels, each central sheet or sheets provided with more panels than each adjacent sheet thereto.

4. A sheet metal wall structure for railway ca-rs having a plurality of sheets eonneeted along vertical lines, each sheet having a panel embossed within a panel so as to form margins at the sides and ends o'l said panels, the longest panel of the central sheet or sheets being longer than any panel in the sheets on either side thereof, the upper walls of said panels being substantially parallel to the slope of the car roof.

CHARLES DAVID BONSALL. 

